Governing means for throttle valves



J. W. F. HOLL GOVERNING MEANS FOR THROTTLE VALVES Filed March 10, 1955 United States Patent GOVERNNG MEANS FOR THROTTLE VALVES rames W. FfHou, Temple city, cana Application March 10, 1955, Serial No. 493,398

3 Claims. (Cl'. 12S-41.15)

This invention relates to a governing means for throttle valves wherein it is possible to inhibit knock or ping of an internal` combustion engine ati slow motor speeds. Modern automotive engines have increased the compression ratio for the purpose of. increasing. horsepower and, consequently, knock orping at slow speeds is a problem.

An object of my invention is to provide a novel governor actuated' device" which will prevent the ful-l opening ofthe throttle at low engine speeds.

Another' object of my' invention is to provide a novel governing means for' throttle valves in which the governor automatically actuates a stop or cam, which cam in ,one position prevents complete opening of the throttle and in another position permits complete opening thereof.

Still another object of my invention is to provide a novel governor on a device of the character stated, which is directly responsive to the speed of the motor upon which it is mounted.

Still another object of my invention is to provide a novel device of the character stated, in which the engine throttle is permitted to open by movement of a variable cam so that the maximum deliverable horsepower is obtained at a given speed of the engine Without detonation.

Other objects, advantages and features of invention may appear from the accompanying drawing, the subjoined detailed description and the appended claims.

In the drawing:

Figure 1 is a side elevation of one form of my governing means for throttle valves. Figure 2 is a side elevation of another form of governmg means for throttle valves.

Figure is a View similar to Figure 2 but with the parts 1n a pos1tion to permit full opening of the throttle.

Figure 4 is a vertical sectional view of the intake manifold showing the parts in a position to prevent full opening of the throttle.

Referring. more particularly to the drawing, the numeral 1 indicates an engine such as an automobile engine, and preferably in which the compression ratio is high, that is, between 8 to 1 and 9 to l. Sudden opening of the engine throttle at low speeds in an engine having a high compression ratio will result in a distinct knock or ping in the engine. The engine 1 includes an intake manifold 2 and the usual throttle 3 is pivotally mounted within this manifold. The throttle 3 is mounted on a shaft 4, all of which is usual and well known in the art.

A lever 5 is mounted on the shaft 4 for the purpose of rotating this shaft and moving the throttle 3 from closed to open position. A rod 6 is attached to the lever 5 and this rod extends to the foot throttle so that the engine may be properly controlled. The rod 6 includes a yoke 7 which is sldable thereon, and a spring 8 which bears against the yoke; this spring being compressible so that the operator can move the foot throttle and still not be pushing against a definite stop. A shaft 9 extends from the yoke 7 to the foot throttle and it will thus be evident 2,815,739 Patented Dec. 10, 1957 ICC that the spring 8 can be compressed even though the throttle 3 is held against further opening movement.

The governor actuated mechanism, as shown in Figure 1, consists of a shaft 10 which is journaled in a bracket 11 ixedly mounted on or adjacent to the engine 1. A fan 12 is mounted on the outer end of the shaft 10 and this fan is rotated by the movement of air thereby when the motor 1 isoperating. The current of air is created by the cooling fan 13 of the engine, which is usual and well known in automotive engines. The rear end of the shaft 10 extends to adjacent the intake manifold 2 and is provided with coarse or acme threads 14 thereon. A rider 15 on the shaft 10 moves over the threads 14 as the shaft 10 is rotated. The rider 15 thus moves longitudinally of the shaft 10. A stop or cam 16 is pivotally mounted on the pin 17 projecting from the manifold 2. The other end of the cam 16 is pivotally attached to the rider 15 as shown at 18. The lever 5 is formed with a finger 19 which engages the cam 16 to limit or prohibit the fullv opening of the throttle 3. As the cam 16 is rota-ted downwardly it will permit greater and greater opening of the throttle 3 until full opening is accomplished.

parts. Thus when the engine is not operating, the shaft 1i) and the rider 15 will always be returned to a position where the cam 16 will act as a stop to prevent full opening of the throttle 3. In Figures 2, 3 and 4, I have shown a modified form of my compression control device in which a shaft 22 is slidably mounted in a bracket 23 attached to the engine 1 or adjacent thereto. A plate 24 on the outer end of the shaft 22 is struck by the blast of air from t-he fan 13, and this blast of air will press the shaft 22 rearwardly against the tension of the spring 25 encircling that shaft. A cam 26, substantially identical to the cam 16, is pivotally mounted on a spindle projecting from the manifold 2, and this cam is rotated in the same manner as previously described. The cam is atached to a bracket 27 secured to the inner end of the shaft 22, thus causing the cam 26 to rotate on its pivot as the shaft 22 is moved longitudinally by the pressure of air against the plate 24. The cam 26 is positioned within the path of movement of the finger 28 on the lever 5 in the same manner as previously described for the finger 19, and rotation of the cam 26 will permit a greater or lesser rotation or movement of the throttle 3, so that at low engine speeds the throttle can only be open to the amount pro portional to the amount of power being delivered.`

In operation-As soon as the engine 1 starts, the cooling fan 13 starts to rotate. The rotation of the fan 13 and the amount of air moved thereby is determined by the speed of the motor 1. The fan 13 now moving air over the motor 1 will cause the vanes 12 to rotate, as well as the shaft 1li in modification, shown in Figure 1, and will press the plate 24 rearwardly and slide the shaft 22 longitudinally, in Figures 2 to 4, inclusive. In Figure 1 rotation of the shaft 10 will cause the rider 15 to move along the shaft over the threads 14, which will rotate the cam 16 to a position to permit continued greater opening of the throttle 3, that is, the cam 16 will move away from the finger 19, thus permitting greater swinging movement of the lever 5. In Figures 2 to 4, inclusive, the sliding movement of the shaft 22 will similarly rotate the cam 26 on its pivot and will thus permit the lever 5 to be rotated to a greater extent, thereby opening the throttle 3 an increasing amount. As soon as the engine stops the shaft is returned to its original position by the spring 20, and similarily the shaft 22 is returned to its original position by the spring 25.

Having described my invention, I claim:

1. A governing means for throttle valves of internal combustion engines, said engines having a` throttle-valve in the intake manifold thereof, and a cooling fan thereon, a shaft on the throttle valve, an actuating lever on said shaft, a stop cam, means pivotally mounting the stop cam adjacent the actuating lever, the actuating lever engaging the stop cam in certain positions of said stop cam to limit the amount of opening of the throttle valve, a shaft, means journaling said shaft, an air responsive means on one end of said shaft adjacent the cooling fan whereby said shaft is moved in response to air movement from the cooling fan, and means connecting said shaft to the stop cam to -move the stop cam on its pivot as said shaft is actuated.

2. A governing means for throttle valves of internal combustion engines, said engines having a throttle valve in the intake manifold thereof, and a cooling fan thereon, a shaft on the throttle valve, an actuating lever on said shaft, a stop cam, means pivotally mounting the stop cam adjacent the actuating lever, the actuating lever engaging the stop cam in certain positions of said stop cam to limitrthe amount of opening of the throttle valve, a

shaft, means journaling said shaft, an air responsive means on one end of said shaft adjacent the cooling fan whereby said shaft is moved in response to air movement from the cooling fan, and means connecting said shaft to the stop cam to move the stop cam on its pivot as said shaft is actuated, and spring means engaging the shaft and urging said shaft in a direction opposite to the movement imparted by said air responsive means.

3. A governing means for throttle valves of internal combustion engines, said engines having a throttle valve in the intake manifold thereof, and a cooling fan thereon, a shaft on the throttle valve, an actuating lever on said shaft, a stop cam, means pivotally mounting the stop cam adjacent the actuating lever, the actuating lever engaging the stop cam in certain positions of said stop cam to limit the amount of opening of the throttle valve, a shaft, means journaling said shaft, an air responsive means on one end of said shaft adjacent the cooling fan whereby said shaft is moved in response to air movement from the cooling fan, and means connecting said shaft to the stop cam to move the stop cam on its pivot as said shaft is actuated, said air responsive means comprising a plate on the outer end of said shaft and adjacent the cooling fan, and spring means engaging said shaft and urging the shaft towards the cooling fan.

References Cited in the le of this patent UNITED STATES PATENTS 1,822,473 Brandl et al Sept. 8, 1931 2,220,686 Oberhollenzer Nov. 5, 1940 2,293,842 Mallory Aug. 25, 1942 2,455,573 Faut Dec. 7, 1948 2,474,232 Dach June 28, 1949 2,527,177 Dach Oct. 24, 1950 FOREIGN PATENTS 885,789 Germany Aug. 6, 1953 

